Shaft controlling and starting mechanism.



Patented Nov. 2!, I899.

G. S. STRONG. SHAFT CONTROLLING AND STARTING MECHANISM.

(Application filed m 5, 1899.)

2 SheetsShaet I.

(No Model.)

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No. 637,30I. Patented Nov. 2|, I899.

G. S. STRONG.

SHAFT CONTROLLING AND STARTING MECHANISM.

(Application filed May 5, 1899.)

(No m del.) 2 Shets-Sheet 2.

UNITED STATES PATENT @FTICE.

GEORGE S. STRONG, OF NEW YORK, N. Y., ASSIGNOR TO JOHN P. MURPHY, OF PHILADELPHIA, PENNSYLVANIA.

SHAFT CONTROLLING AND STARTING MECHANISM.

SPECIFICATION forming part of Letters Patent No. 637,301, dated November 21, 1899.

Original application filed December 15,1898, Serial No. 699,312. Divided and this application filed May 5, 1899. Serial No. 715,696, (No model.)

To all whom it may concern:

Be it known that I, GEORGE S. STRONG, a citizen of the United States of America, residing in the city, county, and State of New York, have invented certain new and useful Improvements in Shaft Controlling and Starting Mechanism for Gas-Engines, of which the following is a true and exact description, reference being had to the accompanying draw- IO ings, which form a part thereof.

My invention relates to mechanism having for its object to prevent the revolution of the crank-shaft of a gas-engine in the reverse direction and also provide means for starting 1 5 the engine by revolving the crank-shaft and setting the parts connected therewith into operation.

My improved device is especially designed for use with my improved gas-engine forming the subject-matter of my application, Se-

rial No. 699,312, filed December 15, 1898, of which case my present application is a division, although it will be understood that my invention is also adapted for use with gas-en- 2 5 gines of materially different construction.

The nature of my improvements will be best understood as described in connection with the drawings in which they are illustrated, and in which 0 Figure 1 is a plan view of a gas-engine such as is described in the before-mentioned original application and showing my shaft-controlling mechanism in connection therewith. Fig. 2 is a side elevation of the shaft-starting 3 5 mechanism, taken as on the section-line 2 2 of Fig. 1. Fig. 3 is a longitudinal section through the shaft and my shaft-controlling devices, taken as on the section-line 3 3 of Fig. 2; and Fig. 4: is a cross-section taken as 011 the line 4 4 of Fig. 3.

A and A indicate cylinders of the gas-engine, in which work pistons, (indicated at B and B,) said pistons being connected by rods D and D with the cranks C and C formed on the crank-shaft O.

E is the fly-wheel, secured on one end of the crank-shaft O and having a crank-pin E at tached or connected therewith.

F is a casing thrown around the cranks of the crank-shaft and connected with the cyl- 5o inder-castings.

F and F are bearings for the crank-shaft; F, a bracket secured to the cylinder-casting by a flange f said bracket having an arm F ,with the passage f formed in it, as shown, 5 5 by which fluid under pressure is conducted to a perforation in the crank-shaft. Thebracket has also an arm F, at the end of which is formed or to which is secured a clutch-ring J Another arm F of the bracket supports the clutch-actuating mechanism, to be hereinafter described. 4

F and F are bearings supporting a shaft K which is actuated by mechanism (not shown) from the crank-shaft and which by means of a universal joint (indicated at K rotates a shaft the end of which is indicated at K and which passes through a cam-box N and supports cams (not shown) for governing the valves of the engine.

F is one of the bearings for a rock-shaft I which is actuated by a governor (not shown) and has attached to its end a lever (indicated at 1 operating a rod 1 which enters the cam-box N and serves to adjust, by mechanism not shown,the cams actuating the valves.

P indicates the cylinder-head casting of the engine.

Referring now to Fig. 3, it will be noticed that the shaft-bearing F is provided with a steel liner F between which and a similar steel liner f secured to the shaft 0, isa nest of rollers (indicated at F F making the bearing-roller bearing. It will also be seen that the shaft 0 is formed with a longitudinal per foration, (indicated at 0,) which, near the end of the shaft, is enlarged, as indicated at 0 still further enlarged at O and formed with an internal thread 0 at its end. e

G is a tube screwing into the end of the hollow arm F of the bracket, its inner end G fitting in the enlarged perforation G as shown, while a collar G fits against the shoul der between the perforations C and C 9 5 G is an externally-threaded cylinder fitting neatlyou the outside of the tube G and screwing into the threaded perforation C, so that its end comes in contact wit-l1 the collar G g indicates a head on the outer end of the threaded cylinder G H is a sleeve secured by key It to the shaft C and which serves in my engine to support a governor. (Not shown in the drawings.)

J is a clutch-drum secured to the shaft 0, as shown, by means of the key h and formed, as shown in Fig. 4-, with a multiple series of roller-chambers, (indicated at J,) the bottoms of these chambers slipping upward in one direction, as shown, and each containing three rollers J J J set in line with each other, thus providing three annular series of clutch-rollers.

J J J are steel annular clutch-faces fitting over the drum J, as shown in Fig. 4, and each connected with one of the clutch-rings J J J The clutclrring J is formed with or. attached to bracket-arm F and is immovable. Its function is to prevent a reverse motion of the shaft without interfering with the forward motion of the shaft. The clutch-rings J J are movable about the center of the shaft and moving in a forward direction engage the clutch-rollers and turn the shaft, disengaging the clutch-rollers and turning freely back on the shaft when moved in the reverse direction. In order to move these clutches in opposite directions, they are each provided with leverarms, as indicated at j j (see Figs. 1 and 2,) and these lever-arms are connected by links J J with the opposite ends J and J of a lever centrally pivoted at f on the bracketarm F This lever is also provided with a socket J into hich a lever can be inserted to operate it, an up-and-down motion of this lever working the clutch-rings in opposite directions and turning the shaft over in a forward dircction, while at all times the shaft is prevented from revolving baekwardly by the stationary clutch J I may state that the construction of the shaft 0 and the means for introducing pressure to its end, as indicated in Fig. 3, form in part the subject-matter of another application, filed by me in the Patent Office December 8, 1898, Serial No. 698,623.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a gas-engine,a shaft coupled to thepiston or pistons thereof in combination with a clutch automatically acting to prevent backward revolution of said shaft.

2. In a gas-engine, a shaft coupled to the pistou or pistons thereof in combination with a clutch automatically acting to prevent backward revolution of said shaft, a clutch or clutches arranged when operated to rotate the shaft in a forward direction and means for operating the same.

3. In a gas-engine,a shaft coupled to the piston or pistons of the engine in combination with a clutch J automatically acting to prevent backward revolution of the shaft, two clutches J J having actuating-levers j j extending out from them said clutches being adapted when moved in the direction of rotation of the shaft to engage it and when moved in the other direction to disengage it, a pivoted lever J J and connecting-rods J J coupling said lever with the armsj j GEORGE S. STRONG.

Utuessesi CHAS. A. MYERS, D. STEWART. 

